Manually operative selective control device



March 23, 1948. c, MAY I 2,438,410

MANUALLY OPERATIVE SELECTIVE} CONTROL DEVICE Filed April 30, 1943 4 Sheets-Sheet 1 INVENTOR BY Harry 6? May- ATTORNEY H. C. MAY

March 23, 1948.

MANUALLY OPERATIVE SELECTIVE CONTROL DEVICE 4 Sheets-Sheet 2 ATTORNEY INVENTOR Harzy 6. May

Filed April 30, 1943 3w Qu nus Km SN March 23, 1948. c. MAY 2,438,410

MANUALLY OPERATIVE SELECTIVE CONTROL DEVICE Filed April 50, 1943 4 Sheets-Sheet 3 z 182 17s 85 186 'w 86 187 :I66 1.} s1

' 51 9 180 45 l @2/ s 151 l so i ATTORNEY H. C. MAY

March 23, 1948.

MANUALLY OPERATIVE SELECTIVE CONTROL DEVICE 4 Sheets-Sheet 4 Filed April 30, 1943 m T N E V. m

Hal-J mmy a3 Patented Mar. 23,1948

MANUALLY OPERATIVE SELECTIVE CONTROL DEVICE Harry C.'May, East McKeesport, Pa., assignor to The West nghouse Air Brake Company, Wilinerding, Pa., a corporation of Pennsylvania Application April 30, 1943, Serial No. 485,114

4Clalms. 1

This invention relates to control devices and more particularly to a manually operative control device for selectively controlling a plurality of operations.

In the copending application of Roy R. Stevens, Serial No. 448,167, filed June 23, 1942, now Patent No. 2,426,063 issued August 19, 1947, and assigned to the assignee of the present application, there is disclosed a fluid pressure control mechanism for selectively controlling the positioning of a three position clutch element for connecting and disconnecting a prime mover, such as a Diesel engine, to and from a device to be driven, and for also controlling the speed or power output of said engine. The mechanism embodies a fluid motor controlled through two pipes for controlling the clutch element, while the engine speed or output is governed by a fluid motor controlled throughone pipe, and a controller embodying a manually movable lever is provided for controlling the pressure of fluid in the different pipes for obtaining the desired operations.

One object of the invention is the provision of an improved manually operative controller for a control mechanism, such as above described.

In the mechanism above referred to, the three position clutch element has a forward drive position, a reverse drive position, and an intermediate or neutral non-driving position, while the lever in the manual controller has corresponding positions for selectively controlling the clutch element. The lever is movable beyond either of its two drive positions for accelerating the engine; operation of the engine at idling speed being provided for immediately adjacent the respective drive position, while operation at maximum speed is provided for at a point remote from the idling position. An interlock arrangement is associated with the manual controller to prevent acceleration of the engine while the clutch is disengaged. However, it is possible for an operator to move the manual control lever from, for instance, full speed forward position to full speed reverse position with such rapidity as to cause the clutch element to be actuated from its forward driving position to its reverse drive position, and thus reverse the drive connection between the engine and the driven device, before the speed of the engine can become reduced to a desired low degree. The same result may be obtained upon movement of the lever from full speed reverse position to full speed forward position. This possibility of reversal of the clutch element with the engine operating above a certain low speed, which may be even greater than idling speed. is objectionable in that parts of the clutch, of the engine, or. of the device being driven may be damaged.

Another object of the invention is, therefore, the provision of a manually operative controller embodying means for preventing movement of the control lever from its forward position to its reverse position, or vice versa, until after the speed of the engine has become reduced to a desired low degree.

Still another object of the invention is the provision of an improved self-lapping valve device for regulating pressure of fluid for controlling t e speed or power output of an engine or the like.

Other cb ects and advantages will be apparent from the following more detailed description of the invention:

In the accompanying drawings; Fig. l is a front view, partly in elevation and partly in section, of the improved manually operative controller; Figs. 2 to 4 are sectional views taken substantially on the lines 2-2. 33, and 4-4, respectively, ,inFig. 1; Figs. 5 and 6 are sectional views taken substantially on the lines 5-5 and 6li, respectively, in Fig. 2; Figs. 7 and 8 are sectional views taken substantially on the lines l-'l and 8-8, respectively, in Fig. 3; Fig. 9 is a plan view of the controller; and Fig. 10 is a view like Fig. 9 but with a cover removed.

Description As shown in the drawing the improved controller or control device comprises a substantially L-shaped body or bracket I, the two legs 2 and 3 of which are joined together by a diagonally arranged wall 4 and three spaced walls 5, 6, and 1 arranged at right angles to the wall 4. The body legs 2 and 3 and walls 8, 5, and 6 cooperate to form within the body a fluid timing chamber 8, while said legs and the walls 5, 6, and i cooperate to form within said body another and separate fluid timing chamber 9.

The body Ii is common to and carries tWo like but otherwise separate and independent control devices in and ii each of which may be arranged to control a three position clutch element for connecting and disconnecting an internal combustion engine to and from a device to be driven and for also controlling the fuel supply to and thereby the speed or power output of said engine.

The control device l0 comprises a valve mechanism l2 for controlling, through the medium of two pipes l3 and M, the selective positioning of the respective clutch, and for also controlling. through themedium of a pipe I6, the fuel supply to and thereby the speed or power output of the respective engine, and a manually operative lever I! for controlling said valve mechanism. The control device H comprises a valve mechanism l8, and a lever 26 for controlling said mechanism to control, through the medium of two clutch control pipes 2| and 22 and a speed control pipe 23, respectively, the clutch for and the speed of the respective engine, said parts being identical to those of the control device l6.

.The body leg 3 is provided below the diagonal wall 4 with two mounting faces 26 and 26 against which the valve mechanisms i2 and I8, respectively, are secured by studs 21 and nuts 28.

Each of the mounting faces 25 and 26 has four openings 36, 3|, 32 and 33 (Fig. which are identically arranged for registration with corresponding openings in the cooperating face of the respective mechanisms l2 and I8. The openings 36 in the two faces are connected together by a passage 34 which is connected to a pipe 35 leading to any suitable source of fluid under pressure. The openings 3| in the two mounting faces 25 and 26 are connected to the clutch control pipes l3 and 2|, respectively. The openings 32 in the two mounting faces are connected by passages 38 to the clutch control pipes l4 and 22, respectively. The openings 33 in the two mounting faces are connected by passages 46 and 4| to the two speed control pipes l6 and 23, respectively, the passage 4! open to pipe l6 being also connected through a choke or restricted port 36 to the timing chamber 8, while the corresponding passage connected to pipe 23 is connected through a like choke or restricted opening 31 with the timing chamber 9.

The two valve mechanisms 12 and i8 are identical in construction and each comprises a casing having two raised portions 45 vand 46 which are spaced apart and arranged parallel to each other and to the top body leg 2, and in these two portions are disposed oppositely arranged selector valve devices 41 and 48, respectively. The selector valve devices 41 and 48 in valve mechanism i2 are provided for controlling the supply and release of fluid under pressure to and from the clutch control pipes l4 and I3, respectively, while those in the valve mechanism l8 are provided for controlling the supply and release of fluid under pressure to and from the clutch control pipes 22 and 2|, respectively.

Each of the selector valve devices 41 and 48 comprises a valve cage 49 in the form of a sleeve pressed into the casing with one end of the sleeve aligned with one end of the respective raised pore tion of the casing, while the opposite end terminates in a chamber 56 in axial alignment with an opening closed by a cap nut 5|. The chamber 56 in the selector valve device 48 is connected through passages 52 and 53 to a passage 54 which leads to the fluid pressure supply opening 36 in the respective mounting face 25 or 26, and ad-- jacent the connection with said opening the passage 54 is also connected by a passage 55 to cham- :ber 56 in the selector valve device 41.

The valve cage 49 in each selector valve device 41 is encircled by an annular cavity 56 provided intermediate the ends of the cage, and this cavity is open to the opening 32 in the respective mounting face 25 or 26 and thereby to the clutch control pipe l4 or 22. The valve cage 49 in each selector valve device 48 is also encircled by a like annular cavity 51 which is open through a 4 passage*68 to the opening 3| at the respective mounting face 25 or 26 and thereby to the clutch control pipes l3 or 2|.

Each chamber 56 contains a fluid pressure supply valve 59 having a fluted stem 66 mounted to slide in a suitable bore provided axially in the valve cage 49, said cage having a seat arranged for cooperation with said valve. A spring 6| in each chamber 56 is interposed under pressure between the respective suppl valve 59 and cap nut 5| for urging said valve to its closed position shown in Fig. 6. The stem 66 of each supply valve 59 extends into a bore 62 which is open through a plurality of passages 63 in the valve cage to the exterior thereof for registration with the annular cavity 56 in the selector valve device 41 and with the annular cavity 5'! in the selector valve device 48.

In each of the selector valve devices, a sleeve 65 has one end slidably mounted in bore 62 while the opposite end is mounted to slide in an aligned bore provided in a cap nut 66 which is secured in one end of the valve cage, and within this cap nut beyond the outer end of said sleeve isa chamber 61 containing a release valve 68 arranged to seat opposite to the supply valve 59 and having a stem 69 extending through the sleeve in the direction of the valve stem 66 and in alignment therewith.

Each cage member 49 has a bore 16 beyond the inner end of cap nut 66 and encircling the sleeve 65, and interposed in the space between and having contact with the wall of said bore and with said sleeve is a ring-like sealing member II. This member II is provided for preventing leakage of fluid under pressure from bore 62 past the exterior of sleeve 65 to chamber 61 and thence to atmosphere through a passage 12, but at the same time will allow movement of the sleeve 65 in the direction of or away from the supply valve 59. A coil spring 13 disposed in bore 62 around the end of the supply valve stem 66 is interposed between and bears against the end wall of said bore and the adjacent end of sleeve 65. This spring is under pressure and therefore constantly effective for urging said sleeve in a direction away from the supply valve 59 to a normal position such as shown and as defined by contact of said sleeve with a shoulder 14 in the cap nut 66.

A plunger 15 is slidably mounted in a suitable bore through the end of each cap nut 66 in axial alignment with the two valves 66 and 59. This plunger is provided in chamber 61 with a head '16 one side of which is arranged to engage the release valve 66 while the opposite side is provided for engaging the cap nut 66 to secure same against moving out of the cap nut.

In operation, movement of the plunger 15 in each selector valve device inwardly will first cause movement of the release valve 68 relative to sleeve 65 into contact with a seat provided on the adjacent end of said sleeve, this relative movement obtained due to the action of spring 13 on sleeve 65 opposing movement thereof. In this seated position of the release valve 68, in which communication is closed between the atmospheric port 12 and bore 62 the end of the release valve stem 69 is still preferably slightly out of contact with the stem 66 of the supply valve 59, whereby the latter valve is also seated. Upon further inward movement of plunger 15 and thereby of the release valve 68, the sleeve 65 will be moved therewith and the release valve stem 69 will engage the supply valve stem 66 whereby further inward movement 01 the plunger 15 will then open the supply valve 59 which will allow fluid under pressure to flow from the supply chamber 50 to bore 62. When pressure is relieved on plunger I5, the

action of spring 6| on the supply valve 59 and the action of spring I3 on the end of sleeve as will move the parts in the direction of the right-hand as viewed in Fig. 6. After a slight degree of such movement, the supply valve 59 will seat and close communication between the fluid pressure supply chamber 50 and bore 62, it being noted that at this time the release valve 68 is still seated against the end of sleeve 65. Upon further release of actuating force on plunger 15, spring 62 by itself will then return the sleeve 65 to its normal position shown, and defined by contact with shoulder I4, following which pressure of fluid in bore 62 will force the release valve 68 from its seat for thereby opening said bore to the atmospheric port I2 for releasing fluid from said bore. With this improved structure it will be noted that the release valve 69 and supply valve 59 are never both open at the same time. Each valve is closed ahead of opening of the other, thereby insuring against undesired flow of fluid under pressure from supply chamber 50 past the supply valve 59 to bore 62 and thence past the release valve 63 and through passage I2 to the atmosphere.

From the above description it will now be seen that in valve mechanism I2 when plunger I5 in the selector valve device 41 is moved inwardly to open the supply valve 59 fluid under pressure will be supplied to the clutch control pipe I4, while upon return of said plunger to its normal position shown said pipe will be opened to the atmosphere. Likewise, in the selector valve device 48, inward movement of plunger I5 will openthe supply valve 59 therein to supply fluid under pressure to pipe I 3 while the return of said plunger to its normal position shown will open said pipe to the atmosphere. The same result is obtained with respect to the clutch control pipes 2| and 22 upon operation of the selector valve devices 41 and 48 in the valve mechanism I 8 as will be readily apparent. It will be noted that since in all of the selector valve devices one valve is closed ahead of opening of the other, the respective clutch control pipe will therefore either be at atmospheric pressure or be changed to the full pressure provided in the respective supply valve chamber to thereby insure positive operation of the device to be controlled.

As before mentioned the two selector valve devices 41 and 48 in each of the valve mechcanisms I2 and I8 are oppositely arranged, that is, the plunger 75 in one of said devices projects from one end of the raised portion 45 of the casing, while the plunger 15 of the other selector valve device projects from the opposite end of the raised portion 46.

In each valve mechanism I2 and I8 between the two raised portions 45 and 46 the casing is provided with a bore lined with a sleeve 80 one end of which extends above the casing while the opposite end opens to a pressure chamber 8i formed above a flexible diaphragm 82. Above chamber 8| is an annular cavity 83 encircling the sleeve 80 and open through a plurality of ports 84 in said sleeve to the interior thereof. The cavity 83 is also open to a passage 85 which leads to opening 33 in the mounting face 25 or 26 and thence to the respective speed control pipe I6 or 23. The chamberfll is connected through a stabilizing choke 86 to the passage 85.

The diaphragm 82 is arranged in coaxial relation with the sleeve and is clamped around its edge between the casing of the valve mechanism and the adjacent end of a casing section 81, these two parts being secured together by cap 'screws 88. An oppositely arranged and axially aligned flexible diaphragm 89 of substantially the same area as diaphragmBl. is clamped around its edge between the opposite end of casing section 81 and a cover 90. A chamber 9| is formed between the diaphragm 89 and cover 90 and is in constant communication with the atmosphere through a breather opening provided in an insect excluder 92. The adjacent faces of the two diaphragms 89 and 82 are open to chambers 93 and 94 respectively, which are in permanent communication with each other through a passage 95 provided in an annular rib 96 extending inwardly from the casing section 81 above the diaphragm 89. In use, chamber 94 and thereby chamber 93 are constantly supplied with fluid under pressure from the fluid pressure supply pipe 35 by way of opening 30 in the mounting face 25 or 26 and thence through passages 54, 53, and a passage 91 in the casing which registers with a passage 98 in the casing section 81, the latter passage leading to chamber 94 as shown in Figs. 3 and 8.

The central portion of diaphragm 82 is clamped between two followers I Ill] and I 0|, the follower IIlI engaging a collar I02 provided on a stem I03 which extends through chamber 94 and through said followers and diaphragm into chamber 8|. A nut 99 disposed in chamber 85 has screwthreaded engagement with the wall of a bore I04 provided in the end of stem I03 and is tightened against the follower I08 for clamping the two followers to the opposite faces of the diaphragm 82 and for thereby securing the one end of stem I03 to said diaphragm.

The rib 96 has a bore lined with a wear bushing I05 arranged in axial alignment with the two diaphragms, and the stem E93 extends through this bushing and centrally through the diaphragm 89 into chamber 9I. Above the rib 96 the stem I93 is reduced in section to provide a shoulder I06, and a wear sleeve I0! is mounted on this reduced portion of the stem with one end in engagement with said shoulder. The sleeve IIl'l extends through the bushing H15 in sliding contact therewith and its opposite end contacts a follower I68 which is disposed in chamber 93 in contact with the upper side of diaphragm 89. The stem I03 extends through the follower I 88 and a follower I99 mounted against the opposite side of the diaphragm 89. and a nut H9 provided on the end of stem I03 within chamber SM is tightened against the follower 809 clamping same centrally to one side of the diaphragm 89 and thereby securing the follower I08 against the opposite side of said diaphragm.

In chamber 94 the rib 96 supports one end of a control spring 8 I l the opposite end of which bears against an annular spring seat H2 which is slidably mounted on stem I 03 and urged by said spring into contact with a shoulder M9 on said stem. The spring HE is preferably fully expahded with the parts of the device in the position shown in Fig. 1 and is operative to oppose downward movement of the stem E63 and thereby of diaphragms-BZ and 89 from this position, as will be later described,

The nut 99 above the diaphragm 82 has an upwardly extending sleeve-like projection I I4, the end of which is mounted to slide in the lower and adjacent end of sleeve 80 below the ports' I 84. The bore I04 in the diaphragm connecting stem I03 is in permanent communication through the supply valve II6 and a spring "9 contained in said bore acts on said valve for urging same into contact with said seat.

A plunger I23 is slidably mounted'in sleeve 80 above the release valve I I8 and is Provided with an annular groove I24 containing a sealing ring I25 contacting the bottom of said groove and the inner wall of said sleeve for preventing leakage of fluid under pressure frOm a chamber I26 below the plunger to an annular chamber I21 above the plunger. The chamber I28 is in permanent communication with the interior of the projection I I4 of nut 99 and through the ports 84 with the annular cavity 83 encircling the sleeve. The chamber I21 above the plunger I23 is in constant communication with the atmosphere through one or more radial ports I29 provided in the sleeve 80.

The plunger I23 has a portion I30 of reduced section depending therefrom into chamber I26 and provided with an axial bore opening through a valve seat on its lower end which seat is provided for engagement by the release valve II8. The release valve has a fluted stem I3I extending through this seat and bore into a bore I32 of larger diameter in which there is slidably mounted a spring seat I33 having one or more openings I34 adjacent its peripheral edge connecting the spaces at the opposite sides-of said seat.

The plunger I23 also has an upwardly projecting portion I35 of reduced section extending through chamber I21 and in sliding engagement with an intumed collar I36 provided at the upper end of sleeve 80. The bore I32 extends to a point above the collar I36 where it joins a screwthreaded bore I37. Just below the end of the screw-threaded bore I31 the portion I 35 of the plunger has two oppositely arranged radial bores I38 in which are disposed pins I39 extending from opposite ends of a cylindrical spring seat I40 which is of slightly smaller diameter than bores I38 so that said seat may be inserted into bore I32 through either of the bores I 38. A coil spring I 4| is disposed in bore I32 under pressure and acts at one end onthe spring seat I33 and at the opposite end on spring seat I40, this spring biasing the release valve II8 to its open position shown and moving the spring seat I48 upwardly until the pins I39 engage the uppermost portions of bores I38 in which position the spring seat I40 is held against longitudinal movement and thus secured within the bore I32,

An operating screw I45 is threaded into .bore I31 in the upper end of the plunger projection I35 and on its outer end is provided with a head I46, A lock nut I41 mounted on screw I45 is arranged to engage the end of the extended portion I35 ofthe plunger for securing the screw tact with the release valve I I8.

In the operation of each of the valve mechanisms I2 and I8, the head I48 of the actuatin screw I45 and thereby plunger I23 are arranged for downward movement from a normal position I45 in an adjusted position. A coil bias spring shown by means to be later described, and for return movement upwardly t said normal position by spring I48 upon release of said means In each of the valve mechanisms I2 and I8, when the screw head I46 and plunger I23 are in the normal positions shown spring I!!! will seat the supply valve II6 and spring I4I acting on stem |3I of the release valve II8 will maintain said release valve in contact with the end of the supply valve stem II'I and'thus unseated from the end of the plunger portion I30. As a result, chamber I26 below the plunger I 23 and thereby the annular cavity 83, passage 85, and chamber 8| above the diaphragm 82 will be also open to the atmosphere past the release valve II8. Since the speed control pipe I6 and timing chamber 8 are open to passage 85 in the valve mechanism I2, and the speed control pipe 23 and timing chamber 9 are open to passage 85 in the valve mechanism I8, these pipes and chambers will also be open to the atmosphere with the plungers I23 in the two valve mechanisms, in their normal positions shown.

If through the medium of the actuating screw head I46, the plunger I23 in either valve mechanism I2 or I8 is moved downwardly against the light biasing force of spring I48, by means to be laterdescribed, the movement will be relative to the release valve 8 until the seat for said valve on the portion I30 of plunger I23 engages the valve for closing communication between cham-- ber I21 which is open to atmosphere, and chamber I26 and thus the connected diaphragm chamber 8| and the respective speed control pipe I6 or 23, and timing chamber 8 or 9. Further downward movement of the actuating screw I45 will then move the release valve I I8 with the plunger I23 and the release valve will act through stem of the supply valve to unseat the latter from the end of nut 99 secured to diaphragm 82.

When the supply valve I I6 is thus opened, fluid under pressure will flow from the supply chamber 94 past said valve to chamber I26, and thence to the respective speed control pipe and timing chamber and also through the stabilizing choke 86 to chamber 3| above the diaphragm 82. The stabilizing choke 86 is provided to prevent the pressure in diaphragm chamber 8| increasing substantially ahead of the increase in pressure in the respective speed control pipe.

The pressure of fluid thus supplied to chamber 8| acts on diaphragm 82 in opposition to the force of control spring III, and when this pressure is increased to a degree which overcomes the force of said spring, the diaphragm 82 will deflect in a downwardly direction relative to the supply valve II6 and finally move into seating engagement therewith when the pressure in chamber 8| and thereby in the respective speed control pipe and timing chamber is increased to a degree determined by the extent of such downward movement of the adjusting screw I45 after seating engagement with the release valve II8. It will thus be seen that the supply valve II6 will be seated to limit the supply of fluid to and thereby the pressure of such fluid in the respective speed control pipe and timing chamber in accordance with the position of the adjusting screw I45 or the degree of movement of the supply valve I I8 from its normal position shown.

If it is desired to increase the pressure of fluid in speed control pipe and timing chamber the adjusting screw I45 is moved further in a downwardly direction and this movement will again unseat the supply valve H6 to allow further flow of fluid under pressure from chamber 94 to'said chamber, the respective adjusting screw I 40 may be allowed to move upwardly to a further degree speed control pipe and timing chamber and also i to diaphragm chamber 8I. When the pressure of fluid in the speed control pipe and timing chamber and in diaphragm chamber BI is then increased to a degree sufilcient for deflecting the diaphragm 82 downwardly against spring I H to a position for again seating the supply valve II6, the flow of fluid will be cut off to thereby again limit the pressure attained in said pipe in accordance with the new position of the actuate ing screw I45 and supply valve I I6.

It will thus be apparent that the pressure in either speed control pipe and thereby in the respective timing chamber can be increased in any increments desired in accordance with the extent of downward movement of the respective adjusting screw I 45, from the normal position shown, or if desired, a maximum degree of pressure can be attained in said pipe and chamber by movement of screw I45 to a position in which the spring seat I49 on the extension I35 of'the' plunger is in substantial engagement with the end of sleeve 80.

If after fluid pressure is supplied to the speed for again unseating the release valve I I8. A further release of fluid under pressure will then occur from the speed control pipe, timing chamber, and diaphragm chamber 8|, and the diaphragm 82 will again move upwardly for seating the supply valve II 0 to limit such reduction when the pressure in said-pipe becomes reduced to a degree determined by the new position of the adjusting screw I45, It will thus be seen that the pressure in the speed control pipe may be reduced in any desired increments in accordance with the extent of upward movement of the adjusting screw I45 back toward its normal position. When the adjusting screw I45 is allowed to return to its normal position, a complete release of fluid under pressure from the speed control pipe and timing chamber and diaphragm control pipe and timing chamber it is desired to reduce the pressure therein, then the adjusting screw I45 may be allowed to move upwardly under the action of spring I48. With the diaphragm 82 in a balanced condition by the pressure of fluid in chamber 8| and the opposing pressure of spring III, this upward movement of the adjusting screw I45 and thereby of the plunger I23 will be relative to the release valve I I8, since said valve will be maintained in contact with the supply valve stem II! by the pressure of spring I40. As a result, the portion I of the plunger I23 will move out of seating engagement with the release valve II8 to thereby allow fluid under pressure to flow from the respective speed control pipe and timing chamber, and chamber 8i above the diaphragm 82 to atmosphere. The

7 pressure of fluid in diaphragm chamber 8| actthe direction of the reduced portion I30 0f plunger I23.

The pressure of fluid in diaphragm chamber 8I and thereby in the connected speed control pipe and timing chamber will thus ontinue to reduce until the release valve H8 is moved into engagement with its seat in case the plunger I23 is only returned part way toward its normal position. This seating of the release valve II8 will then prevent further flow of fluid under pressure from chamber 8| above the diaphragm 82 and thereby from the speed control pipe and timing chamber, thus limiting the pressure in .said pipe and chamber to. a degree determined by the position of plunger I23 and the regulating screw I45.

If it is desired to make a further reduction in pressure in either speed control pipe and timing chamber 8I will occur since at the time the pressure in said pipe becomes reduced to substantially atmospheric pressure thespring III will be fully expanded and thereby allow spring I40 to maintain the release valve II8 Open.

In case the pressure provided in either speed control pipe and the respective diaphragm chamber BI is 01. a maximum degree and it is desired to reduce the pressure therein to atmospheric pressure in one step, the adjusting screw I45 will be allowed to be returned to its normal position by spring I48 under which condition a continuous and complete release of fluid under pressure from said pipe and chamber will occur, as will be apparent.

The choke 36 between the speed control pipe I6 and timing chamber 8, and the corresponding choke 31 between the speed control pipe 23 and timing chamber 9 act upon operation of the respective valve mechanisms I2 and I8 to supply fluid under pressure to said pipes. to delay the charging of said chambers so as to obtain prompt increase in pressure in said pipes, while upon release of fluid under pressure from said pipes, these chokes are eifective to delay the release of fluid under pressure from said chambers with respect to the release from said pipes for reasons which will be hereinafter brought out.

As hereinbefore mentioned, two levers I1 and A sleeve-like operating shaft I55 arranged at,

right angles to the axis of the plunger actuating screw I45 and having its axis intersected by an extension of the axis of said screw is journaled in p the body I in two spaced bearings I56 provided in two spaced lugs I51 projecting from the diagonal wall 4 of the body. A sleevelike member I58 slidably mounted on shaft I55 between the bearings I56 is secured to said shaft against longitudinal movement by a set screw I59. Projecting from the side of member I58 adjacent the regulating screw I45 is a cam I54 having two reversed but otherwise identical peripheral cam surfaces I60 and IBI joined together by a depression I62. Beyond the bearings I56 the two lugs I51 carry a journal pin I63 (Fig. 2) on which is pivotally mounted one end of a follower arm I64. The opposite end I65 of arm I64 is cylindrical in form and disposed between and engaged on opposite sides by the head I46 of the regulating screw I45 and the peripheral surface of cam I54.

- When the member I58 and cams I54 are in their aesauo 11 normal or neutral position as shown in the drawing, the cam I54 is positioned to allow the cylindrical end I65 of the follower arm I64 to enter recess I62, and the spring I48 acting through spring seat I49 on the plunger extension I35 is thus allowed to move said plunger and the adjusting screw I45 to their normal position shown in Fig. 1 and above described. Upon rocking of the shait I55 and thereby member I58 in a clockwise direction from their normal position, as viewed in Fig. 4, the cam surface I6I is arranged to act through the end I65 or the follower arm I64 to move the regulating screw I45 in a downwardly direction an extent corresponding to the degree of such rocking. Return of the shaft I56 and member I58 toward or to their normal position will position the cam surface I6I with respect to the follower arm I64 to allow the regulating screw I45 to be moved upwardly and toward its normal position in accordance with the extent of movement of said member toward its normal position. Identical operation or positioning of the adjusting screw I45 will be attained by cam surface I60 upon rocking of shaft I55 and member I58 in the opposite direction from normal or neutral position, as will be readily apparent.

Opposite the recess I62 between the two cam surfaces I60 and I6I the member I58 is provided with two outstanding ears I68 which are spaced apart, and aligned with and opening to such space is a slot I69 provided longitudinally through one side of the operating shaft I55. A plunger I10 is slidably mounted in the shaft I55 and has a slot I1I extending diametrically therethrough and aligned with slot I69 in the shaft I55.

The operating lever I1 comprises a bar I12 having at its inner end a rectangular portion I13 disposed between and having substantial sliding contact with the adjacent faces of the two ears I68. A bolt I14 extends through the two ears I68 and the portion I13 of the lever securing these parts together. A tongue I15 projects from the inner end of the portion I13 of the lever through the slot I69 in shaft I55 and into the slot "I in the plunger I10 and therein is provided'with a jaw which straddles a pin I16 secured to said plunger in the opposite side walls of slot I1 I. The connection above described between the lever I1 and the two ears I68 projecting from the cam member I68 provide for operation of cam I54 by movement of the lever I1 in either direction from neutral position, shown in Figs. 1, 2, and 4. circumment of lever I1 in either direction from its neutral position lengthwise of the shaft I55 for thereby moving the plunger I10 in either one direction or the opposite direction within and longitudinally of said shaft.

The casing of the valve mechanism I2 is provided adjacent the opposite ends of the cylindrical raised portions and 46 with two upstanding arms I80 and I8I. A lever I82 is pivoted intermediate its ends on a screw I83 secured in the end of arm I80. This lever is diagonally arranged with one end in operating alignment with one end of the plunger I10 while the opposite end is in operating alignment with plunger 15 of the selector valve device 41. Wear buttons I84 are provided in the adjacent ends of lever I82 and plunger I10 for wear contact with each other. In the opposite end of the lever I82 is a screw- 12 threaded adjusting pin I85 in axial alignment with the plunger I15 of the selector valve device and secured in an adjusted position in said lever by a lock nut I86. Wear buttons I81 are provided in the adjacent ends of the adjusting screw I85 and plunger 15 for contact with each other.

v A lever I90a like the lever I82 and also disposed diagonally but in a different direction is pivoted intermediate its ends on a screw I9Ia secured in the upper end of the arm I8I. One end of this lever is arranged for operation by plunger I10 through the medium of wear buttons I92a provided in the adjacent ends of said lever and plunger for contact with each other. In the opposite end of said lever is an adjusting screw I93a arranged in alignment with plunger 15 in the selector valve device 48. This screw is held in an adjusted position by a lock nut I94a engaging the lever, and in the adjacent ends of said screw and plunger 15 are'wear buttons I95a for operating contact with each other.

With the structure just described, it will be seen that if the operating lever I1 is rocked about the bolt I14 in a clockwise direction as viewed in Fig. 1 the plunger I10.will be operated to actuate the lever I82 for operating, in the valve mechanism I2, the selector valve device 41 to supply fluid under pressure to the clutch control pipe I4 while allowing the lever I90a and selector valve device 48 to remain in the condition shown opening the clutch control pipe I3 to the atmosphere. Return of the lever I1 to its vertical position' shown in Fig. 1 will actuate the plunger I10 to permit the selector valvedevice 41 to return to its normal position shown in Fig. 6 for thereby opening the clutch control pipe I4to atmosphere and the clutch control pipe I3 will also be open to atmosphere. On the other hand, if lever I1 is moved in a counterclockwise direction from the normal position shown in Fig. 1 the plunger I10 will actuate the lever IBM to operate in the valve mechanism I2, the selector valve device 48 for supplying fluid under pressure to the clutch control pipe I3 while permitting the selector valve device 41 to remain in its normal condition shown in Fig. 6 opening the clutch control pipe I returned to its normal position under the action of forces which return the parts of the selector valve device 48 to their normal position shown in Fig, 6 and above described, and under which condition the clutch control pipe I3 will be open to the atmosphere as well as the clutch control pipe I4.

Since the two control devices I0 and II are structurally identical as before pointed out, it

will therefore be seen that movement of lever 20 in either one direction or the opposite direction for actuating the respective plunger I10 will operate the selector valve devices 41 and 48 in the valve mechanism I8 to .either supply fluid under pressure to the clutch control pipe 2I or 22 while retaining the other pipe open to atmosphere, and to open both of said pipes to atmosphere in the normal position of said lever, in the same manner as just described in connection with operation of lever I1 to control the valve mechanism I2.

A cover I88 is secured to the top of the body by bolts I89 and is provided with two spaced slots I and I! of identical contour and through which the operating 'bars I12 of the two levers I1 and 20, respectively, project to beyond the top of the body for operation by an operator. Above 13 or outside of the cover a hand grip member I92 is secured to the end oi each rod I12 by screwthreaded engagement. Below the screw-threaded portion of each hand-grip member I92 said member is in the iorm of a sleeve spaced from the rod I12 and terminating adjacent the top of the cover I88, and slidably mounted on said rod within the lower end or this sleeve portion of the grip is a detent I93 which is subject to the pressure of spring I94 within the grip portion for urging said detent into contact with the outer surface of the cover.

Each of the slots I90 and I! comprises a central portion I91 extending parallel to the length of the plunger I which is connected to the lower end of the respective operating lever I1 or 20 to thereby provide for movement of said lever to shift said plunger axially for selectively operating the selector valve devices 41 and 48, this portion of the slotbeing of such length as to provide for such selective operation. In this portion I91 of each of the slots are three recesses I98, I99, and 200 for receiving the detent I93. The recess I98 is arranged to receive the detent I93 to define the normal position of the operating lever I1 or 20, in which position the respective selector valve devices 41 and 48 are conditioned to open the clutch control pipes I4 and I3, or 22 and 2|, to atmosphere. The recess I99 is located to receive the detent I93 in the position of lever I1 or 20 required for actuating the respective selector valve device 41 to supply fluid under pressure to the clutch control pipe I4 01' 22, while the recess 200 is positioned to receive the detent with the lever I1 or 20 in the position for operating the respective selector valve device 48 to supply fluid under pressure to the clutch control pipe I 3 or 2 I.

Each of the slots I90 and I! also comprises two portions 20I and 202 extending in opposite directions from recesses I99 and 200 at the opposite ends of the portion I 91, The slot portion 20I of each slot provides from movement of lever I1 or 20 circumferentially of the shaft I55 for actuating through the medium of cam I54 the regulating screw I45 of the respective self-lapping valve mechanism while slot I90 provides for the 'same operation upon movement of the lever in the opposite direction from normal position of the lever.

The portions 20I and 202 of each of the slots I90 and I9I have beveled edges for frictional contact with the respective detent I93 in order that without manual force the operating lever I1 or 20 will remain in any selected position within these portions of the slots to which it may be moved by the operator.

From the above description it will now be seen that with the lever I1 in its neutral or normal position in which detent I93 is in recess I98 both selector valve devices 41 and 43 in the valve mechanism I2 will be conditioned to open their respective clutch control pipes I4 and I3 to the atmosphere and the regulating screw I45 of the self-lapping valve mechanism will be positioned to open the speed control pipe I6 to the atmosphere.

Movement of lever I1 from the position defined by recess I98 to that defined by recess I99 will operate the respective selector valve device 48 to supply fluid under pressure to the clutch control pipe 13 while maintaining the clutch control pipe I4 open to the atmosphere and also at this time screw I45 in the respective self-lapping valve mechanism will still be in the condition providixig for opening of the speed control pipe I 6 to the atmosphere. Subsequent movement of lever I1 from recess I99 into the portion 20I of the guide slot I will then operate screw I 45 of the self-lapping valve mechanism to supply fluid to the speed control pipe I6 and timing chamber 8 at a pressure depending upon the extent of such movement while maintaining the selector valve devices conditioned as provided for in recess I99. Subsequent return of lever I1 to recess I 99 willrelease fluid under pressure from the speed control pipe, while return to recess I98 will release fluid under pressure from the clutch control pipe I3 while retaining the clutch control pipe I4 open to atmosphere.

In case the operator moves the lever I1 into recess 200 the respective selector valve device 41 will be operated to supply fluid to the clutch control pipe I4 while selector valve device'48 will maintain the clutch control pipe I3 open to the atmosphere, and the speedy control pipe I6 will also be maintained open to the atmosphere through the respective self-lapping valve mechanism due to the plunger I45 remaining in its normal condition, After the lever I1 has been moved into recess 200 it may then be moved into the portion 202 of slot I90 for actuating the plunger I45 of the respective self-lapping valve mechanism to supply fluid under pressure to the speed control pipe I 8 and timing chamber 8 at a pressure depending upon the extent of movement into the portion 202 of said slot away from the recess 200. Return of the lever I1 through the portion 202 of the slot to recess 200 will cause operation of plunger I 45 to release fluid under pressure from the speed control pipe I 6, while return of the lever to recess I98 will cause operation of the respective selector valve device 48 to open the clutch control pipe I3 to atmosphere.

It will thus be seen that the operator may selectively supply fluid under pressure to either of the clutch control pipes I3 or I4 while retaining the other pipe open to atmosphere. Moreover, the speed control pipe I6 is maintained open to atmosphere until after the lever has been moved to the position for supplying fluid under pressure to the selected clutch control pipe, following which the lever may be operated to supply fluid to the speed control pipe, at a pressure depending upon the extent of movement of said lever away from. recess I990r 200.

The control valve device II as controlled by lever 20 is operative in the same manner as the control valve device I0 just described, for selectively controlling the pressure of fluid in the clutch control pipes 2I and 22 and in the speed control pipe 23 through the medium of valve mechanism I8, as will be apparent. I

The improved control device while not limited in use, is particularly adapted for controlling the speed or power output of two internal combustion engines and the operation of two three position clutches, one clutch for connecting and disconnecting each engine to and from a device to be driven, such as the propeller of a ship. Each pipes I3 and I4 may constitute clutch control pipes for controlling such a clutch for one enphere may cause movement of the respective through a clutch, it will be seen that the speed and direction of rotation of each propeller may be individually adjusted by the control levers I1 and 20 of any improved controller. At times however it may be desired to use both enginesfor the body I.

propelling the ship in either one direction or the other and this may require like adjustments of the two levers I1 and 20. Such like adjustments may be individually made by independent movement of the two levers, if such is desired. However, in order to facilitate like adjustments of the two levers I1 and 20, said levers are arranged in such proximity to each other that both may be grasped in one hand and operated in unison, to provide simultaneously and like adjustments of both clutches and of the speed of both engines.

If lever I1 is at the top of the portion 20I of slot I90, it will be noted that the respective selector valve device 41 will be supplying fluid under pressure to pipe I4 and that the plunger I 45 in the control device I0 will be conditioned to supply a maximum degree of fluid pressure to the speed control pipe I 6 which would cause operation of the respective engine at maximum speed to propel the ship, in for instance, a forward direction. In case the lever I1 is at the bottom of 1 the portion 202 of slot I90, the engine would be caused to operate to propel the ship in an astern direction at full speed. The same {also applies to lever 20 when disposed in either its uppermost or lowermost position, as viewed in Fig. 9, with respect to a propeller which may be controlled therefrom.

With the structure so far described the operator may move lever II or 20 out of portion 20I of the respective slot I90 or I9I into the recess I99 and then without hesitation through recess I98 into recess 200 and then into the portion 202 of said slot and to a desired position therein for obtaining a chosen engine speed. The movement of the lever out of the portion 20I of the slot into the recess I 99 will release fluid under pressure from the speed control pipe I6 or 23 in order to provide for reducing .the speed of the controlled engine to idling, and the movement from the recess I99 into therecess 200 will cause operation of the clutch to reverse the drive connection between said engine and the propeller. However, the mere venting of fluid under pressure from the speed control pipe I6 or 23 will not insure that the speed of the engine has been reduced to 16 eration thereof. Thus with the structure as so far described, it would be possible for an operator to reverse the drive connection between a propeller and engine before the engine-speed had become reduced to a chosen low degree, and this is undesirable for well known reasons.

In order to prevent supply of fluid under pressure to any one of the clutch control pipes I3, I4, 2I or 22 for effecting operation of a clutch to connect an engine to a device being driven, prior to the speed of said engine becoming reduced to a chosen low degree, which may even be some 'speed above idling. I provide an interlock arrangement to-prevent movement of either lever I! or lever 20 from one clutch engaging position, as in recess I99, to the other clutch engaging position, as in recess 200, with the engine operating above a chosen degree. This interlock arrangement will now be described.

The interlock arrangement comprises two similar but oppositely arranged plates 205 and 206 disposed within the cover I with their adjacent ends mounted On a pin 201 secured at one end in Each plate has a slot 208 through which the pin '20! extends to provide for movement of the plate in the direction of lever I! or lever 20. The pin 20'! has a shoulder 209 on which the end of plate 205 rests, while the end of plate 206 rests on plate 205.

At the opposite end of plate 205 is a finger 2I0 arranged to be moved into and substantially across the path of movement of lever- I'I between the two clutch engaging positions defined by recesses I99 and 200. When the finger 2I0 is positioned in the path of movement of lever I! said lever cannot be moved from recess I99 to recess 200 or from recess 200 to recess I99. The slot 208 in the plate 205 provides however for shifting of theplate and finger 2I0 to allow movement of the lever I1 out of recess I99 substantially into the recess I98 or out of recess 200 substantially into recess I98. Thus, when the finger 2I0 is in the path of movement of lever I'I, said lever can be moved out of either clutch engaging position, but it cannot be moved from one clutch engaging position to the other, neither can it be moved fully into the recess I98. The controller .is so designed and adjusted however that with the lever I! moved against the finger 2I0 in either direction as far as it will go, both of the clutch control pipes I3 and I4 will be opened to the atmosphere, so that if the controller is connected for controlling a clutch as above described, the clutch control element may be moved from either of its driving positions to its neutral or non-driving position.

The plate 206 has a finger 2 arranged to co-' operate with thecontrol lever 20 in the same manner as finger 2I0 cooperates with the control I1, as just described. 1

Disposed in the space between the two control levers I1 and 20 and extending at right angles to the back leg 3 of the body is a cover plate 2|3 secured to the body at its center by the screw 201 and at the opposite ends by screws 2I4. At one side of pin 20'! the cover 2I3 cooperates with the body leg 2,to clamp a flexible diaphragm 2I5 around its marginal edge. At the opposite side of pin 20'! a like diaphragm 2I6 is clamped around 0 its marginal edge between the body leg 2 and cover 2 I 3. v

The diaphragm 2I5 has at one side a pressure chamber 2" which is in constant communication through a passage 2I8 with the timing chamber 9. The diaphragm 2I6 has a pressure chamber 219 atone side which is open through a passage 220 to the timing chamber 8. At the opposite side of diaphragm 215 is a non-pressure chamber 221 containing a diaphragm follower 222 one face of which is in contact with the diaphragm. Projecting from the opposite face of the diaphragm follower 222 is an operating stem 223 which extends through a suitable bore in the cover 213 to a, point beyond the upper surface thereof. A similar follower; 224 contacts the op. posite side of diaphragm 216 in a non-pressure chamber 225 and has a stem 226 slidably mounted in a suitable bore in cover 213 and projecting beyond the top surface thereof.

Between pin 201 and diaphragm operating stem 223 the cover 213 is provided with two upstanding lugs 221 carrying a pin 228 on which is pivotally mounted the knee of a bell crank 229. This bell crank has one arm 230 extending over the diaphragm operating stem 223, and in the ranged to engage the end of said stem. A look nut 232 on screw 231 is provided for contact with arm 230 to secure the adjusting screw in an adjusted position. The bell crank also has a vertically extending arm 233 on the end of which is provided a spherical-like bearing member 234 which is disposed in a slot 235 provided in plate 206 at one side of pin 201, said slot extending parallel to slot 208 in said plate. The bell crank 229 has a third am 236 extending around one side of the pin 201, and in the end of this arm is secured a button 231 over which fits one end of a coil spring 238, the opposite 'end of which is supported in a recess in cover 213. The spring 238 is under pressure and therefore effective to rock the bell crank arm 233 in a clockwise direction, as viewed in Fig. 2, against the diaphragm follower stem 223. With the pressure chamber 211 below diaphragm 215 open to atmosphere by way of timing chamber 9 and thereby. the speed control pipe 23 as above described, the spring 238 is rendered eifective to rock the plate 206 in a counterclockwise direction about pin 201, as viewed in Fig. 10, to a position in which finger 211 is pulled out of the path of movement of operating lever 20 in order to allow movement of said lever through its neutral position to either of the recesses 199 or 200.

When fluid under pressure is supplied to the speed control pipe 23 and through choke 31 to the timing chamber 9, as above described, such pressure is effective through passage 218 in chamber 211 and thereby acts on diaphragm 215 and bell crank 229 in opposition to the pressure of spring 238. When the fluid pressure obtained in chamber 211 is increased to a degree sufficient to overcome spring 238, diaphragm 215 will be deflected and rock the bell crank. 229 in a counterclockwise direction as viewed in Fig. 2, and this movement will move the upper end of the bell, crank arm 233 in the direction of the pin 201 and thereby rock the plate 206 about said pin in a clockwise direction, as viewed in Fig. 10, and move the finger 211 into the path of movement of lever 20 between recesses 199 and 200, and when thus positioned, said finger will prevent movement of the lever 20 from recess 199 to recess 200, or vice versa, but will allow movement of the lever out of either of said recesses substantially into recess 198, as hereinbefore described.

- Upon subsequent release of fluid under pressure from the speed control pipe 23, the pressure crank 239 18 of fluid in chamber 9 and thereby in chamber 211 below the diaphragm 215 will gradually reduce through choke 31 into said pipe and when thus reduced to a suiflcient degree, spring 238 will rock the bell crank 229 to pull finger 211 out of the path of movement of lever 20. Thus, if the control device 11 is applied for controlling a three position clutch and the speed of an enlne connected to the clutch as above described, the lever 20cannot be moved from recess 199 to recess 200, or vice versa, for a certain period of time after the lever 20 is returned to the central portion 191 of the slot 190, said time period being determined by the rate of reduction in pressure in timing chamber 9 through choke 31 and the relative force of spring 238 which efiects movement of the finger 11 out of the path of movement of lever 20. The spring 238, the volume of timing chamber 9 and the-capacity of choke 31 may be so related as to block movement of the lever 20 to effect reversal of the clutch drive until the engine speed is reduced to idling or to any other chosen relatively low degree.

The diaphragm follower stem 226 acts against one end of a lever 240 through the medium'of an adjusting screw 241 which is secured in an adjusted position in the end of said lever by a lock nut 242. The lever 240 constitutes one arm of a bell crank 239 which is substantially the same as bell crank 229 and which is pivoted at its knee on a pin 243 carried in two lugs 244 projecting upwardly from the cover 213. The bell crank 239 also has an arm 245 extending upwardly and provided on its end with a sphericallike bearing member 246 which is disposed to work in a slot 241 provided in plate 205, the slot 241 corresponding to slot 235 in plate 206 and being arranged parallel to the slot 208. The bell also has an arm 248 extending around pin 201 at the opposite side from arm 236, and interposed between the end of arm 248 and the cover 213 is a spring 249 under pressure. This spring is effective to rock plate 205 in a counterclockwise direction about the pivot pin 201, as viewed in Fig. 10, for pulling the finger 210' out of the path of movement of lever 11, when the pressure of fiuid in the diaphragm chamber 219 and in the connected timing chamber 8 is reduced to a chosen low degree by venting through the control choke 36, as hereinbefore described.

Upon supply of fluid under pressure to the speed control pipe 16 and to the timing chamber 8 said pressure acts on diaphragm 216 in chamber 219 and when this pressure becomes suiiicient to overcome the opposing force of spring 249 said diaphragm will be deflected to operate the bell crank 239 and rock plate 205 in a clockwise direction, as viewed in Fig. 10, to thereby move finger 210 into the path of movement of lever 11 for preventing movement of said lever from recess 199 to recess 200, or vice versa, for the same realson as above described. Upon a subsequent reduction in the pressure in timing chamber 8 and in diaphragm chamber 219 to a sufiiciently low degree, by way of choke 36 and speed control pipe 16, the spring 249 will rock the bell movement of lever I! ,for a period of time, which will ensure the desired deceleration of the engine before allowing operation of said lever to effect reversal of the clutch drive. 1

The time period between movement of eithe lever I! or 20 out of the portions 2M or 202 and into the portions I91 and then to the opposite ends of the portions l9! of slots I90 and NI, respectively, for effecting reversal of the clutch drive will var directly according to the degree of pressure existing in the timing reservoirs 8 and 9, and therefore in accordance with the speed of the engine at the time the operator moves the lever or levers I1 and 20 to the central portion I91 of said slots, so as to thereby insure the desired deceleration of the engines, before reversing of their drive connections, regardless of the previous speed of the engines.

As before mentioned, reversal of the chain drive connections may be considered satisfactory when the engines are operating at a speed somewhat exceeding idling and as determined by a po- 1 tion or the clutch only when the engine speed is reduced to the chosen degree.

Each control device embodies a self-lapping valve structure for regulating the pressure of fluid ture since manual operation of the control lever is opposed by only a portion of controlling forces governed by the control spring ill and acting degree provided with the levers slightly out of the central portions IQ! of the slots H0 and I 9|, respectively, as just mentioned. Such movement may be obtained by the use of springs 238 and 249 exerting a slightly greater force on bell cranks 229 and 239, respectively, than required to obtain deceleration of the engines to idling speed. The use of chokes 8E and-31 having a slightly increased venting capacity may also accomplish substantially the same result as stronger springs 229 and 239.

It will be noted that if either lever I! or 20 is moved out of either portion 20! or portion 202 into the portion WI of the respective slot I90 or EM, and the operator then desires to return the lever to the position from which itwas moved without having reversed the drive connection with the respective engine, he may do this at will and without any interference from fingers am or 2i i.

' Summary 1 I It will now be seen that I have provided an improved manually operative controller embodying two control devices each for controlling a plurality of operations, such as the selective positioning of a three position clutch and the regulation of the speed of an internal combustion engine. The control lever of each device is confined to a path of movement which insures supply of fluid under pressure to a selected one of two clutch control pipes to efiect engagement of a clutch before fluid under pressure can be supplied to a third pipe for accelerating an engine, and conversely, provides for release of fluid under pressure from said third pipe to provide for reducing the speed of the engine before releasing fluid under pressure from the clutch control pipe to release the clutch. In order to insure that an operator cannot reverse the drive connection of the clutch with the engine operating at a speed on one side of the plunger I23.

Each control device also embodies selector valve devices 41 and 48 having a novel double check valve arrangement which provides for closure of one check valve ahead of opening of the other check valve, or vice versa, so as to insure positive operation of the device being controlled and also to prevent loss of fluid under pressure during a valve shifting operation.

The improved manually operative controller while embodying only one body and one cover constitutes however two independent control devices for controlling separate and independent valve structures. Each of the control devices is capable of operation independently of the other. but both are arranged for operation in unison if such is desired.

While only one embodiment of the invention has been described in detail, it is not the intention to limit the scope to that embodiment or otherwise than by the terms of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent is:

1. A mechanism for controlling operation of a lurality of independently "operative devices comprising in combination, a. rockable shaft opera'ble upon rocking to control one of said devices and having an axial bore, a plunger slidably mounted in said bore, a lever having connections with said shaft and plunger and operable upon movement in a direction circumferentially of said shaft to rock same and upon move-' means operable upon movement of said plunger in one direction in said shaft to actuate a second one of said devices and in the opposite direction in said shaft to actuate a third one of said devices, and means cooperative with said lever rendering same operative to rock said shaft in positions of said lever in which said second or third device is actuated and rendering said lever non operableto rock said shaft when said lever is out of said positions.

2. A control mechanism comprising a body, a structure embodying three separate and independent devices removably mounted on said body, a. rockable shaft journaled in said body, a cam associated with said shaft and operable upon rocking -of said shaft inone direction-from a normal position to effect operation of one of said devices, and in the opposite direction from normal position to also effect operation of said one device, a longitudinally movable plunger carried by said body, a lever carried by said structure and operatively connecting said plunger to a second one of said devices, another lever carried by said structure operatively connecting said plunger to the third device, and a. control lever having connections with said shaft and plunger providing for rocking of said shaft upon movement of said control lever in either direction circumferentiaily of said shaft and providing for iongitudinal movement of said plunger relative to said shaft upon movement of said lever in either one direction or in the opposite direction relative to said shaft longitudinally thereof.

3. A control mechanism comprising in combination, a body, a structure removably mounted on said body and embodying three separate and independent devices each having an operating plunger, the plungers of two of said devices be ing arranged parallel and opposite to each other and the third plunger being arranged to move at right angles to the axes of the plungers of the two devices, a shaft journaled in said body parallel to the two plungers, a cam on said shaft operable upon rocking of said shaft in either direction from a neutral position to effect operation of said third plunger, a longitudinally movable control plunger carried by said body, a lever carried by said structure connecting one end of said control plunger to the operating plunger of one or said two devices, another'lever carried by said structure connecting the opposite end of said control plunger to the operating plunger of the other of said two devices, said control plunger being operable upon axial movement in one direction to a first position to effect operation of one of said levers and of the operating plunger of the device connected thereto, and upon movement in the opposite direction relative to said shaft to a second position to effect operation of the other of said levers and of the operating plunger of the device connected thereto, said control plunger having a third position intermediate said first and second positions, a lever connected to said shaft and control plunger for actuating same, and means cooperative with said lever providing for movement thereof to rock said shaft out of said neutral position only with said control plunger in said first and second positions.

4. A control means comprising a body, a control device, means removably securing said device on said body, a manuailyoperable control lever for said control device for controlling operation thereof, means supported in said body carrying said control lever, said control device comprising a first control means and a second control means, an's carried by said body inby said control device operatively connecting said secondcontrol means to said control lever for control thereby.

HARRY C. MAY.

REFERENCES CITED The following references are of record in the file oi this patent:

UNITED STATES PATENTS Number Name Date D. 132,723 Panish June 9, 1942 635,816 Sperry Oct. 31, 1899 942,065 Grebel Dec. 7, 1909 1,091,160 Phillips Mar, 24, 1914 1,667,842 Coykendall May 1, 1928 1,775,881 Wright Sept. 16, 1930 1,814,565 Lombard; July 14, 1931 1,825,577 Carr Sept. 29, 1931 1,843,425 Karsten Feb. 2, 1932 1,855,988 Ranasey Apr, 26, 1932 1,927,700 Dickinson Sept. 19, 1933 2,025,440 Carmody Dec. 24, 1935 2,082,410 McCauley June 1, 1937 2,123,020 Phillips July 5, 1938 2,144,616 Carlson Jan. 24, 1939 2,205,300 Marsh June 18, 1940 2,225,082 Orshansky et al. Dec. 17, 1940 2,235,858 Williams Mar, 25, 1941 2,271,833 Shipman Feb. 3, 1942 2,276,979 Jacobi Mar. 17, 1942 2,297,422 Mobine et al Sept. 29, 1942 2,314,842 Hedemann et al. Mar. 23, 1943 2,325,333 McKendrick July 27, 1943 2,326,796 Panish Aug. 17, 1943 2,330,388 Scott-Paine Sept. 28, 1943 FOREIGN PATENTS Number Country Date 28,535 France Nov. 26, 1924 121,652 Germany June 20, 1901 420,477 France Jan. 31, 1911 644,255 Germany Apr. 27, 1937 France May 13, 1909 

